U.S. patent application number 13/827217 was filed with the patent office on 2014-09-18 for rear drive module for a vehicle.
This patent application is currently assigned to TEXTRON INC.. The applicant listed for this patent is TEXTRON INC.. Invention is credited to Christopher K. FURMAN, Trenton MUNSELL.
Application Number | 20140274553 13/827217 |
Document ID | / |
Family ID | 51529686 |
Filed Date | 2014-09-18 |
United States Patent
Application |
20140274553 |
Kind Code |
A1 |
MUNSELL; Trenton ; et
al. |
September 18, 2014 |
Rear Drive Module For A Vehicle
Abstract
A utility vehicle having a first axle that is coupled to first
and second wheels, an internal combustion engine that drives a
first output shaft, an electric drive motor that drives a second
output shaft, and a torque transfer device coupled to the first
axle and the first and second output shafts. The torque transfer
device is operable in a first mode to receive torque from the first
output shaft only and output a motive force to the first axle, a
second mode to receive torque from the second output shaft only and
output the motive force, a third mode to receive torque from the
first output shaft and the second output shaft simultaneously and
output the motive force, and a fourth mode to receive torque from
the first output shaft and output a drive force to the second
output shaft cause the electrical drive motor to generate
electrical power.
Inventors: |
MUNSELL; Trenton; (Martinez,
GA) ; FURMAN; Christopher K.; (Evans, GA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TEXTRON INC. |
Providence |
RI |
US |
|
|
Assignee: |
TEXTRON INC.
Providence
RI
|
Family ID: |
51529686 |
Appl. No.: |
13/827217 |
Filed: |
March 14, 2013 |
Current U.S.
Class: |
477/5 ;
180/65.265; 903/946 |
Current CPC
Class: |
B60K 17/344 20130101;
Y10S 903/946 20130101; B60K 17/28 20130101; Y02T 10/6221 20130101;
B60K 6/52 20130101; Y02T 10/6265 20130101; Y02T 10/62 20130101;
Y10T 477/26 20150115; B60Y 2200/92 20130101; B60K 6/387 20130101;
B60K 17/34 20130101; B60W 20/40 20130101; B60K 6/48 20130101 |
Class at
Publication: |
477/5 ;
180/65.265; 903/946 |
International
Class: |
B60W 20/00 20060101
B60W020/00 |
Claims
1. A utility vehicle comprising: a first axle that is coupled to
first and second wheels; an internal combustion engine that drives
a first output shaft; an electric drive motor that drives a second
output shaft; and a torque transfer device operably coupled to the
first axle and the first output shaft and the second output shaft,
the torque transfer device being operable in a first mode to
receive torque from the first output shaft only and output a motive
force to the first axle, the torque transfer device being operable
in a second mode to receive torque from the second output shaft
only and output the motive force to the first axle, the torque
transfer device being operable in a third mode to receive torque
from the first output shaft and the second output shaft
simultaneously and output the motive force to the first axle, the
torque transfer device being operable in a fourth mode to receive
torque from the first output shaft and output a drive force to the
second output shaft to drive the electrical drive motor to generate
electrical power.
2. The utility vehicle according to claim 1, further comprising: a
clutch operably disposed between the internal combustion engine and
the torque transfer device along the first output shaft, the clutch
selectively decoupling the internal first output shaft from the
torque transfer device in the second mode.
3. The utility vehicle according to claim 1 wherein the torque
transfer devices further outputting the motive force to the first
axle in the fourth mode.
4. The utility vehicle according to claim 1, further comprising: an
electrical power storage device operably coupled to the electric
drive motor, the electrical power storage device being operable to
output electrical power to the electrical motor in the second mode
and the third mode, the electrical power storage device being
operable to receive electrical power from the electrical drive
motor in the fourth mode.
5. The utility vehicle according to claim 4 wherein the electrical
power storage device comprises a plurality of batteries.
6. The utility vehicle according to claim 1, further comprising: a
power takeoff device operably coupled to the torque transfer
device, the power takeoff device receiving power input from the
torque transfer device in the first mode, the second mode, and the
third mode and outputting a power takeoff drive torque.
7. The utility vehicle according to claim 6, further comprising: a
second axle that is coupled to third and fourth wheels, wherein the
power takeoff device outputs a motive force to the second axle.
8. The utility vehicle according to claim 1 wherein the electric
drive motor drives the second output shaft in a first direction in
the first mode, the second mode, and the third mode, the second
output shaft is driven in a second direction opposite the first
direction in the fourth mode.
9. The utility vehicle according to claim 1 wherein the electric
drive motor drives the second output shaft in a first direction in
the first mode, the second mode, the third mode, and the fourth
mode.
10. The utility vehicle according to claim 1 wherein the motive
force output to the first axle is operable to drive the first axle
in a forward direction and a reverse direction.
11. The utility vehicle according to claim 1 wherein the torque
transfer device does not output a motive force to the first axle in
the fourth mode.
12. The utility vehicle according to claim 1 wherein the electrical
drive motor is operable to power a starter device for starting the
internal combustion engine.
13. The utility vehicle according to claim 1, further comprising: a
control module operably controlling the internal combustion engine,
the electric drive motor, and the torque transfer device in
response to at least indirect user input.
14. The utility vehicle according to claim 1, further comprising: a
control module operably controlling at least one of the internal
combustion engine, the electric drive motor, and the torque
transfer device in response to at least indirect user input.
15. A utility vehicle comprising: a first axle that is coupled to
first and second wheels; an internal combustion engine that drives
a first output shaft; an electric drive motor that drives a second
output shaft; a torque transfer device operably coupled to the
first axle and the first output shaft and the second output shaft,
the torque transfer device being operable in a first mode to
receive torque from the first output shaft only and output a motive
force to the first axle, the torque transfer device being operable
in a second mode to receive torque from the second output shaft
only and output the motive force to the first axle, the torque
transfer device being operable in a third mode to receive torque
from the first output shaft and the second output shaft
simultaneously and output the motive force to the first axle, the
torque transfer device being operable in a fourth mode to receive
torque from the first output shaft and output a drive force to the
second output shaft to drive the electrical drive motor to produce
electrical power; and an electrical power storage device operably
coupled to the electric drive motor, the electrical power storage
device being operable to output stored electrical power to the
electrical motor in the second mode and the third mode, the
electrical power storage device being operable to receive the
produced electrical power from the electrical drive motor in the
fourth mode to charge the electrical power storage device.
16. The utility vehicle according to claim 15, further comprising:
a clutch operably disposed between the internal combustion engine
and the torque transfer device along the first output shaft, the
clutch selectively deselectively decoupling the internal first
output shaft from the torque transfer device in the second
mode.
17. The utility vehicle according to claim 15 wherein the torque
transfer devices further outputting the motive force to the first
axle in the fourth mode.
18. The utility vehicle according to claim 15 wherein the
electrical power storage device comprises a plurality of
batteries.
19. The utility vehicle according to claim 15, further comprising:
a power takeoff device operably coupled to the torque transfer
device, the power takeoff device receiving power input from the
torque transfer device in the first mode, the second mode, and the
third mode and outputting a power takeoff drive torque.
20. The utility vehicle according to claim 19, further comprising:
a second axle that is coupled to third and fourth wheels, wherein
the power takeoff device outputs a motive force to the second
axle.
21. The utility vehicle according to claim 15 wherein the electric
drive motor drives the second output shaft in a first direction in
the first mode, the second mode, and the third mode, the second
output shaft is driven in a second direction opposite the first
direction in the fourth mode.
22. The utility vehicle according to claim 15 wherein the electric
drive motor drives the second output shaft in a first direction in
the first mode, the second mode, the third mode, and the fourth
mode.
23. The utility vehicle according to claim 15 wherein the motive
force output to the first axle is operable to drive the first axle
in a forward direction and a reverse direction.
24. The utility vehicle according to claim 15 wherein the torque
transfer device does not output a motive force to the first axle in
the fourth mode.
25. The utility vehicle according to claim 15 wherein the
electrical drive motor is operable to power a starter device for
starting the internal combustion engine.
26. The utility vehicle according to claim 15, further comprising:
a control module operably controlling the internal combustion
engine, the electric drive motor, and the torque transfer device in
response to at least indirect user input.
27. The utility vehicle according to claim 15, further comprising:
a control module operably controlling at least one of the internal
combustion engine, the electric drive motor, and the torque
transfer device in response to at least indirect user input.
Description
FIELD
[0001] The present disclosure relates to hybrid utility vehicles
having dual motive drive sources each operable to drive at least a
single vehicle axle singly or in combination.
BACKGROUND
[0002] This section provides background information related to the
present disclosure which is not necessarily prior art.
[0003] Utility vehicles, such as maintenance vehicles, cargo
vehicles, shuttle vehicles, and golf cars include one primary
mover, such as an electric motor or an internal combustion engine.
Torque output by the primary mover drives two or more wheels of the
vehicle to propel the vehicle. A control module may control
operation of the vehicle based on one or more driver inputs.
SUMMARY
[0004] This section provides a general summary of the disclosure,
and is not a comprehensive disclosure of its full scope or all of
its features.
[0005] According to some embodiments of the present teachings, a
utility vehicle is provided having an advantageous construction.
The utility vehicle includes a first axle that is coupled to first
and second wheels, an internal combustion engine that drives a
first output shaft, an electric drive motor that drives a second
output shaft, and a torque transfer device coupled to the first
axle and the first and second output shafts. The torque transfer
device is operable in a first mode to receive torque from the first
output shaft only and output a motive force to the first axle, a
second mode to receive torque from the second output shaft only and
output the motive force to the first axle, a third mode to receive
torque from the first output shaft and the second output shaft
simultaneously and output the motive force to the first axle, and a
fourth mode to receive torque from the first output shaft and
output a drive force to the second output shaft to drive the
electrical drive motor to generate electrical power.
[0006] Further areas of applicability will become apparent from the
description provided herein. The description and specific examples
in this summary are intended for purposes of illustration only and
are not intended to limit the scope of the present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The drawings described herein are for illustrative purposes
only of selected embodiments and not all possible implementations,
and are not intended to limit the scope of the present
disclosure.
[0008] FIG. 1 is a functional block diagram of a vehicle system
according to some embodiments of the present teachings.
[0009] Corresponding reference numerals indicate corresponding
parts throughout the several views of the drawings.
DETAILED DESCRIPTION
[0010] Example embodiments will now be described more fully with
reference to the accompanying drawings. Example embodiments are
provided so that this disclosure will be thorough, and will fully
convey the scope to those who are skilled in the art. Numerous
specific details are set forth such as examples of specific
components, devices, and methods, to provide a thorough
understanding of embodiments of the present disclosure. It will be
apparent to those skilled in the art that specific details need not
be employed, that example embodiments may be embodied in many
different forms and that neither should be construed to limit the
scope of the disclosure. In some example embodiments, well-known
processes, well-known device structures, and well-known
technologies are not described in detail.
[0011] The terminology used herein is for the purpose of describing
particular example embodiments only and is not intended to be
limiting. As used herein, the singular forms "a," "an," and "the"
may be intended to include the plural forms as well, unless the
context clearly indicates otherwise. The terms "comprises,"
"comprising," "including," and "having," are inclusive and
therefore specify the presence of stated features, integers, steps,
operations, elements, and/or components, but do not preclude the
presence or addition of one or more other features, integers,
steps, operations, elements, components, and/or groups thereof. The
method steps, processes, and operations described herein are not to
be construed as necessarily requiring their performance in the
particular order discussed or illustrated, unless specifically
identified as an order of performance. It is also to be understood
that additional or alternative steps may be employed.
[0012] When an element or layer is referred to as being "on,"
"engaged to," "connected to," or "coupled to" another element or
layer, it may be directly on, engaged, connected or coupled to the
other element or layer, or intervening elements or layers may be
present. In contrast, when an element is referred to as being
"directly on," "directly engaged to," "directly connected to," or
"directly coupled to" another element or layer, there may be no
intervening elements or layers present. Other words used to
describe the relationship between elements should be interpreted in
a like fashion (e.g., "between" versus "directly between,"
"adjacent" versus "directly adjacent," etc.). As used herein, the
term "and/or" includes any and all combinations of one or more of
the associated listed items.
[0013] Although the terms first, second, third, etc. may be used
herein to describe various elements, components, regions, layers
and/or sections, these elements, components, regions, layers and/or
sections should not be limited by these terms. These terms may be
only used to distinguish one element, component, region, layer or
section from another region, layer or section. Terms such as
"first," "second," and other numerical terms when used herein do
not imply a sequence or order unless clearly indicated by the
context. Thus, a first element, component, region, layer or section
discussed below could be termed a second element, component,
region, layer or section without departing from the teachings of
the example embodiments.
[0014] As used herein, the term module may refer to, be part of, or
include an Application Specific Integrated Circuit (ASIC); an
electronic circuit; a combinational logic circuit; a field
programmable gate array (FPGA); a processor (shared, dedicated, or
group) that executes code; other suitable hardware components that
provide the described functionality; or a combination of some or
all of the above, such as in a system-on-chip. The term module may
include memory (shared, dedicated, or group) that stores code
executed by the processor.
[0015] The term code, as used above, may include software,
firmware, and/or microcode, and may refer to programs, routines,
functions, classes, and/or objects. The term shared, as used above,
means that some or all code from multiple modules may be executed
using a single (shared) processor. In addition, some or all code
from multiple modules may be stored by a single (shared) memory.
The term group, as used above, means that some or all code from a
single module may be executed using a group of processors. In
addition, some or all code from a single module may be stored using
a group of memories.
[0016] The apparatuses and methods described herein may be
implemented by one or more computer programs executed by one or
more processors. The computer programs include processor-executable
instructions that are stored on a non-transitory tangible computer
readable medium. The computer programs may also include stored
data. Non-limiting examples of the non-transitory tangible computer
readable medium are nonvolatile memory, magnetic storage, and
optical storage.
[0017] Referring now to FIG. 1, a functional block diagram of an
example vehicle system 100 is presented. In some embodiments, the
vehicle 100 is a maintenance vehicle, a cargo vehicle, a shuttle
vehicle, a golf car, a hunting utility vehicle, a worksite vehicle,
a buggy, a lightweight vehicle, or another suitable type of utility
vehicle that is not designated for use on roadways. Utility vehicle
100 includes a first motive source 102, such as an internal
combustion engine that combusts an air/fuel mixture within one or
more cylinders (not shown) and a second motive source 103, such as
an electrical drive motor.
[0018] A fuel system 104 provides fuel to the engine 102.
Combustion of the air/fuel mixture within the engine 102 generates
torque. The fuel may be, for example, gasoline, diesel fuel, or
another suitable type of fuel. The engine 102 outputs torque to a
transmission 106. For example only, the transmission 106 may
include a continuously variable transmission (CVT) or another
suitable type of transmission. The transmission 106 transfers
torque to a rear axle 108 via a torque transfer device 110.
Specifically, the transmission 106 outputs torque to the torque
transfer device 110 via a transmission output shaft 111. When
transferring torque output by the engine 102 to the torque transfer
device 110, the transmission output shaft 111 rotates in only one
direction.
[0019] In some embodiments, the electrical drive motor of second
motive source 103 is, at least indirectly, coupled to the rear axle
108 to provide a secondary, independent or combinable with engine
102, drive system. Engine 102 and electrical drive motor 103 are
coupled in parallel for input to torque transfer device 110. The
electrical drive motor 103 draws electrical power from an
electrical power storage device 118, such as one or more batteries,
in a motive power mode and supplies electrical power to the
electrical power storage device 118 in a power generation mode. The
electrical power storage device 118 may include a plurality of
individual batteries connected in series or connected in a
combination of series and parallel. In some embodiments, the
electrical power storage device 118 and/or the electrical drive
motor 103 can be coupled to engine 102 for engine start.
[0020] Electrical drive motor 103 outputs torque to a transmission
105. For example only, the transmission 105 may include a
continuously variable transmission (CVT) or another suitable type
of transmission. The transmission 105 transfers torque to rear axle
108 via torque transfer device 110. Specifically, the transmission
105 outputs torque to the torque transfer device 110 via a
transmission output shaft 113. In some embodiments, when
transferring torque output by the electrical drive motor 103 to the
torque transfer device 110, the transmission output shaft 113
rotates in a first direction. However, in some embodiments, as will
be described, transmission output shaft 113 of electrical drive
motor 103 can be driving in a second direction, opposite the first
direction, to convert electrical drive motor 103 into a generator
device generating and outputting a charge to the electrical power
storage device 118. It should be noted from the discussion herein
and the associated FIGURE that engine 102 and electrical drive
motor 103 can be coupled to torque transfer device 110 in parallel.
It should also be noted that in some embodiments, electrical drive
motor 103 can be driven in only a first direction. In this first
direction, electrical drive motor 103 can apply drive torque to
torque transfer device 110 to provide a motive power mode to drive
the vehicle. However, a vehicle control module 130 can be used to
permit electrical drive motor 103 to be driven in this first
direction by engine 102 and thus generating and outputting a charge
to the electrical power storage device 118. Therefore, in some
embodiments, vehicle control module 130 can be used to achieve
electrical power generation while electrical drive motor 103 is
driven in the same direction as during the motive power mode.
[0021] The torque transfer device 110 includes a shift actuator 112
that regulates propulsion of the vehicle in one of three modes: a
forward mode; a reverse mode; and a neutral mode. It should be
recognized that torque transfer device 110 can further include a
park mode to limit movement of the vehicle. Moreover, in some
embodiments, a reverse mode of torque transfer device 110 can be
eliminate (in torque transfer device 110 specifically) and a
reverse drive function can be achieved through the reverse drive of
electrical drive motor 103 using the forward mode of torque
transfer device 110. When the torque transfer device 110 is in the
forward mode, torque transfer device 110 can use input torque from
shaft 111 of engine 102 and/or shaft 113 from electrical drive
motor 103 to drive a drive shaft 152 in one direction to drive the
rear axle 108 to propel the vehicle 100 in a forward direction.
When the torque transfer device 110 is in the reverse mode, torque
transfer device 110 can use input torque from shaft 111 of engine
102 and/or shaft 113 from electrical drive motor 103 to drive the
drive shaft 152 in a second opposite direction to propel the
vehicle 100 in a reverse direction. When the torque transfer device
110 is in the neutral mode, the torque transfer device 110 and the
rear axle 108 are de-coupled for drive purposes, and input torque
from shaft 111 of engine 102 and/or shaft 113 from electrical drive
motor 103 is not transferred to the rear axle 108. The rear axle
108 drives one or more rear wheels 109.
[0022] As introduced above, in some embodiments, engine 102 can be
used to, at least in part, drive transmission output shaft 113 of
electrical drive motor 103 in a second direction to cause
electrical drive motor 103 to generate and output electrical energy
for use in driving electrical components of vehicle 100 and/or
charging the electrical power storage device 118. It should be
understood, however, that engine 102 can be used, in other
embodiments, to drive transmission output shaft 113 of electrical
drive motor 103 in the first direction (rather than the second,
opposite direction). The necessary drive input to electrical drive
motor 103 can be reversed or otherwise managed by transmission 105
of electrical drive motor 103. Engine 102 can thus drive electrical
drive motor 103 in such a way as to convert mechanical energy
output by the engine 102 into electrical power. Electrical drive
motor 103 can output electrical power at a voltage comparable or
generally equal to the electrical power storage device 118.
[0023] The electrical drive motor 103 can be, for example, an
alternating current (AC) motor, a direct current (DC) motor, an
induction motor, a brushless motor, a brush-based motor, or another
suitable type of electric motor. The electrical drive motor 103
draws electrical power from the electrical power storage device 118
and outputs a drive torque along transmission output shaft 113. In
some embodiments, more than one electrical drive motor 103 can be
employed.
[0024] In some embodiments, the electrical drive motor 103 may be
capable of outputting a greater amount of torque than the engine
102. Additionally, a magnitude of sound (e.g., in decibels)
produced by operation of the electrical drive motor 103 is less
than a magnitude of sound produced during operation of the engine
102. However, the engine 102 may be capable of achieving greater
speeds than the electrical drive motor 103. Additionally, a range
of the vehicle 100 (e.g., a maximum distance traveled) when
operated using only the engine 102 may be greater than a range of
the vehicle 100 when operated only using the electrical drive motor
103.
[0025] According to the present disclosure, in response to a user's
selection, the vehicle 100 can be propelled in the forward
direction or the reverse direction using only torque output by the
engine 102 (Mode 1). The vehicle 100 can also be propelled in the
forward direction or the reverse direction using only torque output
by the electrical drive motor 103 (Mode 2). The vehicle 100 can
also be propelled in the forward direction or the reverse direction
using a combination of torque output by the electrical drive motor
103 and the engine 102 (Mode 3). When a combination of torque
output by the electrical drive motor 103 and the engine 102 is
used, the electrical drive motor 103 and the engine 102 may be
controlled in tandem to best utilize the greater torque output
capability and the quieter operation of the electrical drive motor
103 with the greater speed capability and greater range of the
engine 102. The vehicle 100, and particularly torque transfer
device 110, can be operated such that torque output by the engine
102 is used to drive the electrical drive motor 103 in an opposite
direction to generate or otherwise produce electrical power for
powering other electrical systems and/or charge the electrical
power storage device 118 (Mode 4). When an output of the engine 102
is desired to drive the electrical drive motor 103 to produce
electrical power, it should be appreciated that the vehicle 100 can
be operated in the forward direction or reverse direction, or
torque transfer device 110 can be placed in a neutral position to
provide for stationary charging.
[0026] Still referring to FIG. 1, when it is desired to operate the
vehicle 100 to propel it in the forward direction or the reverse
direction using only torque output by the engine 102 (Mode 1), the
output transmission shaft 111 is rotated in a first direction to
transfer torque from engine 102 to torque transfer device 110.
Torque transfer device 110 can be placed in the forward drive
position or the reverse drive position to transfer the appropriate
direction drive output torque along drive shaft 152 to the rear
axle 108 and rear wheels 109. During this time, electrical drive
motor 103 can be permitted to freely move or can be physically
decoupled from torque transfer device 110 via decoupling linkages
or other systems within torque transfer device 110. In this way,
torque output from engine 102 is transferred to rear axle 108 to
provide a motive force to drive vehicle 100.
[0027] When it is desired to operate the vehicle 100 to propel it
in the forward direction or the reverse direction using only torque
output by the electrical drive motor 103 (Mode 2), the output
transmission shaft 113 is rotated in a first direction to transfer
torque from electrical drive motor 103 to torque transfer device
110. Torque transfer device 110 can be placed in the forward drive
position or the reverse drive position to transfer the appropriate
direction drive output torque along drive shaft 152 to the rear
axle 108 and rear wheels 109. During this time, engine 102 should
be decoupled from torque transfer device 110 to prevent back
driving of the engine 102. To this end, torque transfer device 100
can be configured to selectively decouple output shaft 111
therefrom via decoupling linkages or other systems within torque
transfer device 110. In some embodiments, a clutch system 117 can
be disposed along transmission output shaft 111 of engine 102 to
selectively decouple engine 102 from torque transfer device 110. In
this way, torque output from electrical drive motor 103 is
transferred to rear axle 108 to provide a motive force to drive
vehicle 100.
[0028] When it is desired to operate the vehicle 100 to propel it
in the forward direction or the reverse direction using a
combination of torque output by the engine 102 and the electrical
drive motor 103 (Mode 3), the output transmission shaft 111 of
engine 102 is rotated in a first direction to transfer torque from
engine 102 to torque transfer device 110. Similarly, the output
transmission shaft 111 of electrical drive motor 103 is rotated in
a first direction to transfer torque from electrical drive motor
103 to torque transfer device 110. Torque transfer device 110 can
be configured to receive input torque from engine 102 and
electrical drive motor 103 and can be placed in the forward drive
position or the reverse drive position to transfer the appropriate
direction drive output torque to the rear axle 108 and rear wheels
109. In this way, torque output from engine 102 and electrical
drive motor 103 is transferred to rear axle 108 to provide a motive
force to drive vehicle 100.
[0029] In some embodiments, engine 102 can be used to drive
electrical drive motor 103 in a generator mode to produce
electrical power from electrical drive motor 103 to power vehicle
electrical systems and/or charge the electrical power storage
device 118 (Mode 4). In this way, the output transmission shaft 111
of engine 102 is rotated in a first direction to transfer torque
from engine 102 to torque transfer device 110. Torque transfer
device 110 is selectively engaged in a mode such that input torque
from engine 102 (while clutch 117 is engaged) causes output
transmission shaft 113 of electrical motor drive 103 to be driven
in the second direction (opposite the first direction), thereby
driving electrical motor drive 103 in a direction sufficient to
operate in a generator mode resulting in electrical power
generation. This electrical power can be immediately used by
electrical systems of vehicle 100, power-demanding devices
off-board of vehicle 100, and/or to charge the electrical power
storage device 118. It is important to note that in the present
mode, torque output from engine 102 can be used, in addition to
driving electrical drive motor 103 in a generator mode, to drive
vehicle 100 in the forward or reverse direction. That is, in this
mode, engine 102 can be used to drive electrical drive motor 103 to
produce electrical power while the vehicle 100 is stationary or
engine 102 can be used to drive electrical drive motor 103 to
produce electrical power while also providing motive force to drive
vehicle 100.
[0030] It should be recognized that, in some embodiments, all drive
motive force to propel vehicle 100 is delivered via a single torque
transfer device 110. The engine 102 can be isolated from the torque
transfer device 110 using the clutch 117. Moreover, in some
embodiments, engine 102 and electrical drive motor 103 can be
operably coupled together to propel the vehicle 100 or, when torque
transfer device 100 is in a propulsion neutral position, engine 102
and electrical drive motor 103 can be operably coupled together via
the torque transfer device 110 such that engine 102 drives
electrical drive motor 103 in a power generation mode, thereby
generating and outputting electrical power to the electrical power
storage device 118 or other electrical system.
[0031] In some embodiments, vehicle 100 can comprise a power
take-off (PTO) 150 positioned along a drive shaft 152 from torque
transfer device 110. It should be understood, however, that PTO 152
can be operably coupled directly to torque transfer device 110,
separate from drive shaft 152 interconnecting torque transfer
device with rear axle 108. PTO 150 can be a transmission or clutch
system capable of directing at least a portion of the drive torque
of drive shaft 152 or torque transfer device 110 to a location
separate from rear axle 108. In some embodiments, PTO 150 can be a
transmission that transmits drive torque to a secondary drive shaft
or system 154 operably coupled to a front axle 156, thereby driving
one or more front wheels 158 of vehicle 100. In some embodiments,
PTO 150 can be a splined or other connection 160 for coupling an
implement or accessory 162 to vehicle 100. Implement or accessory
162 can include a mower, tiller, blade, or other working
device.
[0032] In some embodiments, a vehicle control module 130 can be
used and operably coupled to any one or all systems of vehicle 100
to provide a control logic and/or user interface to vehicle 100 and
the various systems. A user can control vehicle control module 103
using any one or a number of control inputs, including, but not
limited to switches, levers, pedals, and the like. Vehicle control
module 130 controls the mode of operation of the torque transfer
device 110 via the shift actuator 112. The vehicle control module
130 also controls operation of the starter generator unit 114,
engine 102, electrical drive motor 103, clutch 117, and PTO 150.
More specifically, the vehicle control module 130 may also control
charging of the electrical power storage device 118 via the
starter/generator unit 114. The vehicle control module 130 may also
control operation of the torque transfer device 110, for example,
for operation in the power generation mode.
[0033] The foregoing description of the embodiments has been
provided for purposes of illustration and description. It is not
intended to be exhaustive or to limit the disclosure. Individual
elements or features of a particular embodiment are generally not
limited to that particular embodiment, but, where applicable, are
interchangeable and can be used in a selected embodiment, even if
not specifically shown or described. The same may also be varied in
many ways. Such variations are not to be regarded as a departure
from the disclosure, and all such modifications are intended to be
included within the scope of the disclosure.
* * * * *